JPH05288238A - Vehicle vibration/noise controller - Google Patents

Abstract

PURPOSE:To maintain a good follow-up property to perform proper, high- precision active control of periodical or pseudo-periodical noise generated from a source of vibration and noise, even if the operating condition of a power plant is suddenly changed. CONSTITUTION:A G (gain) filter 45 whose tap number is 1 is provided on the output side of a W filter 42, and when the operating condition of a power plant is suddenly changed renewal of the filter factor of the W filter 42 is stopped and an error signal epsilon is fedback to an LMS processing portion (2) 46 to renew the filter factor of the G filter 45. When the operating condition of the power plant is not suddenly changed the filter factor of the G filter 45 is set to a fixed value and an error signal epsilon is fedback to the LMS processing portion (1) 43 to renew the filter factor of the W filter 42.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration noise control device, and more particularly to a vehicle vibration noise control device for actively controlling vibration noise generated by traveling of a vehicle to reduce the vibration noise.

[0002]

2. Description of the Related Art Recently, an adaptive digital filter (Adaptive
Digital Filter: hereinafter referred to as “ADF”) is used to attenuate the vibration noise generated from the vibration noise source, and active vibration noise control devices aiming to reduce the vibration noise are actively developed in various fields. ing.

Among these various types of active vibration noise control devices, as active vibration noise control devices developed for vehicles such as automobiles, a predetermined pulse signal (trigger signal) relevant to driving a power plant is generated. The applicant of the present application has already proposed a vibration noise control device that adaptively controls periodic or quasi-periodic vibration noise by inputting it to the adaptive control circuit and filtering it by the first filter means composed of ADF. (Patent application filed on March 12, 1992).

According to the above-mentioned prior art, since the pulse signal is directly input to the adaptive control circuit, complicated product-sum calculation is reduced and the convergence speed for reducing vibration noise can be improved. Further, according to the above-mentioned prior art, since the pulse signal is input at a predetermined interval according to the operating state of the engine and adaptive control is performed according to the predetermined interval, highly accurate vibration noise control can be performed. You can

Further, according to the above-mentioned prior art, since the sampling cycle is made variable according to the detection timing of the pulse signal, even for a power plant in which the vibration noise waveform greatly changes due to engine rotation fluctuations or the like. Since the sampling cycle changes according to the rotation fluctuation and the like, the adaptive follow-up speed is fast, and highly accurate adaptive control can be performed.

Further, when the active vibration noise control device is applied to a vehicle such as an automobile, the adaptive control circuit has a second function to correct the phase change of the transfer characteristic of the system caused by the vibration noise transfer path.
The filter coefficient of the first filter means is updated in consideration of the reference signal output from the second filter means. It is possible to output a corresponding reference signal.

[0007]

However, in the above-mentioned prior art, a predetermined vibration noise waveform is output from the ADF every time a pulse signal is input, but a control signal output from the first filter means. Will be reflected in the next cycle,
For example, when the amplitude of the vibration noise waveform fluctuates greatly as the rotation speed increases, it is difficult to perform desired adaptive control.

Although the sampling cycle is variable, the instantaneous value at the time of inputting the pulse signal is used for detecting the sampling cycle, and the transfer characteristic of the system is considered to be constant until the next pulse signal is input. If a remarkable periodic fluctuation occurs even during the output of the control signal at the time of inputting the pulse signal this time, such as a sudden change in the engine speed, the reference signal output from the second filter means will deviate from the desired value. There has also been a problem that the filter coefficient of the first filter means cannot be properly updated.

The present invention has been made in view of the above problems, and it is a vehicle vibration noise control capable of maintaining good followability even if the vibration noise waveform of an input signal suddenly changes in an extremely short period. The purpose is to provide a device.

[0010]

In order to achieve the above object, the present invention provides at least one of a vehicle body and a vehicle interior due to a vibration noise source including at least a vehicle driving power plant.
A control signal that changes the transfer characteristic between the vibration noise source and the predetermined region is output by filtering a predetermined input signal with respect to periodic or quasi-periodic vibration noise generated in one or more predetermined regions. At least one of a plurality of vibration noise transmission paths formed between the first filter means and the vibration noise source and the predetermined region.
Electromechanical conversion means arranged in one or more vibration noise transmission paths for mechanically changing the transfer characteristics by the output of the first filter means, and vibration noise and electric power changed by the electromechanical conversion means. Error signal detection means for detecting a vibration noise error signal in the predetermined area, which is reduced by a three-dimensional sum of vibration noise from the vibration noise transmission path having no mechanical conversion means, the electromechanical conversion means, and Second filter means storing transfer characteristics of a vibration and noise transfer path formed between the error signal detecting means and the error signal detecting means;
Based on the detection result of the error signal detection means, the reference signal output from the second filter means, and the filter coefficient of the first filter means, the vibration noise error signal is minimized to the first value. In a vehicle vibration noise control device including a first updating unit that updates a filter coefficient of a filter unit, a driving cycle from the vibration noise source is set to a first period.
Drive signal detecting means for detecting a pulse signal as a pulse signal for each predetermined minute angle and a second drive signal for detecting a second pulse signal synchronized with a vibration noise cycle specific to each component of the vibration noise source. Detecting the first pulse signal, which is detected by the first drive cycle signal detecting means, as a sampling cycle which controls a series of operations for outputting and updating the filter coefficient of the cycle signal detecting means and the first filter means. Sampling period determining means for determining according to the timing,
The first filter means includes a transfer characteristic correction means for correcting the transfer characteristic of the second filter means in accordance with the sampling cycle, and a storage means for storing the transfer characteristic corrected by the transfer characteristic correction means. The tap length is a frequency division ratio of the second pulse signal to the first pulse signal, and the first pulse signal is input to the first and second filter means, and further, the first pulse signal is input. Third filter means interposed between the filter means and the electromechanical conversion means for correcting the rate of change of the control signal output from the first filter means, and the error signal detection means for detecting. A second update for updating the filter coefficient of the third filter means based on the result and the filter coefficient of the third filter means so that the vibration noise error signal has a minimum value. A step, a change rate calculating means for calculating a change rate of the drive cycle detected by the first drive cycle signal detecting means, and whether the change rate calculated by the change rate calculating means is larger than a predetermined determination value. When the change rate is determined to be larger than the predetermined determination value, the execution of the first updating means is stopped and the second updating means is executed. On the other hand, when the determining unit determines that the change rate is smaller than the predetermined determining value, the filter coefficient of the third filter unit is set to a fixed value and the execution of the second updating unit is stopped to stop the first change. The updating means is executed.

Specifically, the third filter means is composed of an adaptive digital filter, and the number of taps of the adaptive digital filter is single.

Further, it controls a series of operations for outputting and updating the filter coefficient of the first filter means at the sampling cycle determined by the sampling cycle determining means, and the tap length of the first filter means is controlled by the tap length. The frequency division ratio of the second pulse signal to the first pulse signal is used.

Further, the first drive cycle detecting means detects the first basic pulse signal generated at each predetermined rotation angle in synchronization with the rotation of the crankshaft of the power plant, Second detection means for detecting a second basic pulse signal generated at every predetermined rotation angle in synchronization with the rotation of the camshaft of the power plant, and a third detection signal which is an ignition signal for causing combustion in the power plant. Third detecting means for detecting a basic pulse signal, fourth detecting means for detecting a fourth basic pulse signal included in a power plant control means for controlling the power plant, and a crankshaft of the power plant. And a fifth detecting means for detecting a rotation signal of the flywheel as a fifth basic pulse signal, and a fifth detecting means for detecting the rotation signal of the crankshaft as a sixth basic pulse signal. And at least one detection means of the seventh detection means for detecting the rotation signal of the camshaft of the power plant as the seventh basic pulse signal, and the first pulse signal is An individual signal or a plurality of combined signals of the basic pulse signals detected by the first to seventh detecting means, or any one of the basic pulse signals of the first to seventh basic pulse signals is divided or multiplied. The signal generated by
Driving period signal detecting means includes at least one or more detecting means among the first to seventh detecting means according to claim 3, wherein the second pulse signal is independent of the first pulse signal. Of the basic pulse signals detected by the first to seventh detecting means, or a plurality of combined signals, or the first to seventh signals. Of the basic pulse signals, the signal is generated by dividing or multiplying the basic pulse signal.

Further, according to the present invention, the frequency band is divided into a plurality of frequency bands according to the number of revolutions of the power plant, and a plurality of transfer characteristics are stored in the transfer characteristic correcting means, and the transfer characteristics are stored. The correction means has a selection means for selecting an optimum transfer characteristic from the plurality of transfer characteristics according to the predetermined frequency and the sampling cycle determined by the sampling cycle determination means, or corresponds to the upper limit rotation speed of the power plant. The high-order transfer characteristic identified at a sampling period corresponding to a high frequency that is a proper multiple of the frequency to be stored is stored in the transfer characteristic correcting means, and the transfer characteristic correcting means divides the high-order transfer characteristic to perform optimum transfer. It is characterized in that it has a transfer characteristic calculation means for calculating the characteristic.

[0015]

According to the above construction, the sampling period is determined according to the detection timing of the first pulse signal, and the second pulse signal is divided into the first and second pulse signals according to the sampling period.
Is input to the filter means. When the change rate of the drive cycle calculated by the change rate calculating means is larger than the predetermined determination value, the updating of the filter coefficient of the first filter means is stopped, and the second updating means stops the filter coefficient of the third filter means. Is updated, and when the change rate of the drive cycle is smaller than the predetermined determination value, the filter coefficient of the third filter means is set to a fixed value and the filter coefficient of the first filter means is updated by the first update means. ..

Further, by constructing the third filter means by ADF and making the number of taps of the ADF single, the third filter means is output from the first filter means even when the operating state suddenly changes. The control signal can be quickly converged to a control signal having a desired noise transfer characteristic.

Further, the first and second pulse signals are generated based on various basic pulse signals independently of each other or in a dependent manner.

Further, according to the above configuration, the optimum transfer characteristic is selected from a plurality of transfer characteristics according to the frequency corresponding to the rotation speed of the power plant, or the higher-order transfer characteristic identified at the sampling period corresponding to the high frequency. By calculating the optimum transfer characteristic by dividing by, the transfer correction characteristic of the transfer characteristic correction means can be made a desired characteristic even if the sampling cycle changes.

[0019]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is an overall configuration diagram showing an embodiment of a vehicle vibration noise control apparatus according to the present invention.

In the figure, reference numeral 1 denotes a four-cycle engine (hereinafter simply referred to as "engine") of a power plant for driving a vehicle having four cylinders. A throttle body 3 is provided in the middle of an intake pipe 2 of the engine 1. A throttle valve 3'is provided inside the valve. Further, a throttle valve opening (θTH) sensor 4 is connected to the throttle valve 3 ', and an electric signal corresponding to the opening of the throttle valve 3'is output to output an electronic control unit (hereinafter referred to as "EC
U ") 5.

The fuel injection valve 6 is connected between the engine 1 and the throttle valve 3'and to a fuel pump (not shown) of the intake pipe 2 and electrically connected to the ECU 5, and the EC
The valve opening time of fuel injection is controlled by the signal from U5.

A branch pipe 7 is provided downstream of the throttle valve 3'of the intake pipe 2, and an absolute pressure (PBA) sensor 8 is attached to the tip of the branch pipe 7. The PBA sensor 8 is electrically connected to the ECU 5, and the intake pipe 2
The absolute pressure PBA therein is converted into an electric signal by the PBA sensor 8 and supplied to the ECU 5.

A TDC sensor 9 is attached at a predetermined position around the crankshaft of the engine 1.

The TDC sensor 9 outputs a signal pulse (hereinafter referred to as "TDC signal pulse") at a predetermined crank angle position every 180 ° rotation of the crankshaft of the engine 1.
The TDC signal pulse is supplied to the ECU 5.

That is, the TDC signal pulse represents the reference crank angle position of each cylinder, and more specifically, T at the end of the compression stroke of each cylinder (# 1 to # 4CYL).
Predetermined crank angle position before DC (top dead center) (for example, 1
0 ° BTDC). And ECU5 is TDC
The ME value which is the reciprocal of the engine speed NE is calculated by measuring the generation interval of the signal pulse.

Further, a valve train 10 having a pair of exhaust valves and intake valves for each cylinder is provided above the cylinder head of the engine 1, and a cam is provided around the cam shaft of the valve train 10. The axis sensor 11 and the reference signal detection sensor 12 are attached.

The camshaft sensor 11 outputs a basic pulse signal at a cycle of the TDC signal pulse, that is, at a constant crank angle cycle shorter than 180 ° (for example, a crank angle cycle of 30 °), and supplies the basic pulse signal to the ECU 5. To do. That is, the camshaft sensor 11 generates, for example, 24 basic pulse signals at equal intervals while the crankshaft makes two revolutions.
Then, the ECU 5 measures the generation interval of the basic pulse signal and calculates the θCRK value which is the reciprocal of the crank rotation speed CRNE.

Further, the reference signal detection sensor 12 outputs a reference signal at a predetermined crank angle position of a specific cylinder every two rotations of the crankshaft, and supplies the reference signal to the ECU 5.
That is, the reference signal is generated in synchronization with the basic pulse signal at a predetermined crank angle position.

The spark plug 13 of each cylinder of the engine 1 is
It is electrically connected to the ECU 5, and the ECU 5 controls the ignition timing.

Further, a pair of self-expanding engine mounts 14a and 14b as electromechanical converting means are provided at the front and rear of the engine 1. Specifically, the self-expanding engine mounts 14a, 14b are connected at their upper ends to the engine 1 via elastic rubbers 15a, 15b, and at the lower ends are supported by the vehicle body claim 16.

A voice coil motor (VCM) 17 is attached to the self-expanding engine mounts 14a and 14b.
a and 17b are internally provided, and the ECU is operated according to the vibration of the engine.
The signal from 5 controls the vibration of the engine. That is, the self-expanding engine mounts 14a, 14b have a liquid chamber (not shown) filled with a liquid therein, and the vibration sources are interposed via elastic rubbers 15a, 15b fixed to the vibration source (engine 1) side. Vibration of the vehicle is prevented from being transmitted to the vehicle body.

Further, the ECU 5 includes a vibration noise control system 18
Are electrically connected, and the vibration noise control system 18 is connected to the ECU.
Vibration noise is controlled by a signal from 5. Furthermore, near the flywheel that is integrally fitted to the crankshaft,
A rotation signal detecting means 19 such as an encoder is provided, and the rotation signal of the flywheel detected by the rotation signal detecting means 19 is supplied to the vibration noise control system 18.

Thus, the ECU 5 shapes the input signal waveforms from the various sensors described above, corrects the voltage level to a predetermined level, and converts the analog signal value into a digital signal value. , A central processing circuit (hereinafter referred to as "CPU") 5b, and an RO that stores various calculation programs executed by the CPU 5b, calculation results, and the like.
It is provided with a storage means 5c composed of M and RAM, and an output circuit 5d for supplying an output signal to the fuel injection valve 6, the spark plug 13 and the vibration noise control system 18.

Further, the ECU 5 (CPU 5b), in accordance with the engine operating state, based on the mathematical expression (1), synchronizes with the TDC signal pulse and injects the fuel injection time TOU of the fuel injection valve 6.
Calculate T.

TOUT = TiM × K1 + K2 (1) Here, TiM is the basic fuel injection time set according to the engine speed NE and the intake pipe absolute pressure PBA, and is stored in the storage means 5c (ROM). A TiM table for determining this TiM value is stored in advance.

Further, K1 and K2 are correction coefficients and correction variables calculated according to various engine parameter signals, respectively, and show various characteristics such as fuel consumption characteristics and acceleration characteristics according to the operating state of the engine for each cylinder. It is set to a predetermined value so that optimization can be achieved.

FIG. 2 is a view showing the mounting state of the engine 1 on the vehicle body and the arrangement positions of adders as a plurality of error signal detecting means constituting the vibration noise control system 18.

That is, the engine 1 includes the pair of self-expanding engine mounts 14a and 14b capable of changing the vibration and noise transmission characteristics, the normal engine mount 20 not capable of changing the vibration and noise transmission characteristics, and the front wheel ( Drive wheel)
A suspension device 22 of 21 and a support 24 of an exhaust pipe 23 support the vehicle body 25.

Further, a noise error sensor 27 such as a microphone is provided at a substantially central ceiling portion in the vehicle interior 26, and
A floor vibration error sensor 28 is arranged on the floor surface of the vehicle interior 26, and a steering vibration error sensor 30 is arranged on the steering wheel 29.

The noise error sensor 27, the floor vibration error sensor 28 and the steering vibration error sensor 30 constitute an adder 31.

FIG. 3 is a vibration noise control system 1 according to the present invention.
8 is a system configuration diagram schematically showing an embodiment of No. 8.

The vibration noise control system 18 divides the basic pulse signal (detected by the camshaft sensor 11) supplied from the ECU 5 into a plurality of types of timing pulse signals X.
A frequency dividing circuit 32 for generating (input signal) and a frequency multiplying circuit 3 for multiplying the basic pulse signal to generate a desired sampling frequency Fs (sampling period τ (= 1 / Fs)).
3, the basic pulse signal and the respective timing pulse signals X
Sync monitoring circuits 34 _{1 to} 34 ₂ for monitoring the synchronization with and the operating states of the engine, which will be described later, are input, and each is created by the frequency dividing circuit 32 based on the sampling frequency Fs created by the frequency multiplying circuit 33. D which is capable of high-speed operation for receiving adaptive timing control pulse signal X
SP (Digital Signal Processor) 35 and the DSP 35
A control signal (digital signal) output from the D / A converter 36 for converting the control signal (digital signal) into an analog signal, an amplifier 37 for amplifying the analog signal output by the D / A converter 36, and a vehicle interior 26 are provided. And the adder 31
The changeover switch 38 and the main part are included.

As the multiplication circuit 33, for example, a well-known circuit shown below is used. That is, (1) a method of multiplying the basic pulse signal by K using a well-known logical multiplication circuit. (2) EC generated during the generation interval of the basic pulse signal.
K5 by measuring the number of clock pulses PECU of U5 clock (for example, 10 MHz) and alternately outputting "0" output and "1" output in the cycle of (PECU / 4K).
Method of multiplying (3) An analog method is used in which the basic pulse signal is frequency-divided by (1/2), integrated, then converted into a sine wave, and this sine wave is multiplied by K and squared.

The frequency dividing circuit 32 frequency-divides the basic pulse signal in accordance with the vibration noise characteristic peculiar to each component of the engine such as the valve operating system which is the vibration noise source, the crankshaft or the combustion chamber. A plurality of types of timing pulse signals X are generated. That is, in the present embodiment, the vibration order (vibration component) of the piston system or the like that produces a regular vibration and noise characteristic in synchronization with the rotation of the engine and the explosion pressure (irregular vibration and noise characteristic that occurs irregularly according to the combustion state). A timing pulse signal X is generated which is divided into vibration orders (vibration components) due to the exciting force. Specifically, the first-order timing pulse signal X is generated to indicate the vibration order of a regular piston system or the like, and the second-order timing pulse signal X is generated to indicate the vibration order due to the explosion pressure. Here, the vibration order “first order” means that the timing pulse signal X is generated once each time the crankshaft makes one rotation (12 pulses), and the case where the vibration order is second order means the crank 0 of the axis.
It refers to a case where one pulse is generated every five rotations (six pulses).

That is, the first-order vibration order relates to a vibration component which is regularly generated such as rotation of the crankshaft,
By performing the adaptive control for each of the primary vibration components described below individually, it is possible to efficiently reduce the vibration noise generated due to the inertial force such as the rotation of the engine.

On the other hand, the explosion stroke is executed once per cylinder while the crankshaft makes two revolutions. Therefore, in the case of a four-cylinder engine, there are four explosion strokes while the crankshaft makes two revolutions. The second-order order means the vibration component related to the explosion pressure.

By adaptively controlling the secondary vibration order component relating to the explosion pressure having the irregular vibration noise characteristic as described above, the secondary vibration order component having the regular vibration noise characteristic is classified. The vibration noise can be reduced more effectively.

[0049] The synchronous circuit 34 _{1-34 2,} wherein the reference signal and the synchronization detecting means for detecting the synchronization with synchronizing with the timing pulse signal X, and the timing pulse signal X by the synchronization detection means When the synchronization with the reference signal is not detected, there is provided a synchronization means for synchronizing the reference signal detected next time with the timing pulse signal X.

That is, there are four vehicle-driving power plants.
In the case of a cycle engine, vibration (exciting force) that causes vibration noise of a 4-cycle engine is classified into the following three types. Specifically, (1) Excitation force due to reciprocating mass of piston system such as rotation of crankshaft. Exciting forces belonging to this are inertia force, inertia couple, inertia torque, and the like.

(2) Exciting force by reciprocating mass of camshaft valve operating system (intake valve, exhaust valve) Exciting forces belonging to this are inertial force and moment.

(3) Exciting Force Due to Explosive Pressure in the Cylinder Exciting force belonging to this is torque fluctuation due to fluctuation of combustion state.

By the way, since the piston system reciprocates every time the crankshaft makes one revolution, it is considered that the vibration (exciting force) thereof occurs every time the crankshaft makes one revolution.

Further, in the four-cycle engine, the intake stroke and the exhaust stroke are executed once for each rotation of the camshaft, that is, for two rotations of the crankshaft for each cylinder. Excitation force due to mass is once per one rotation of the camshaft, that is, once every two rotations of the crankshaft.
Will occur once.

Similarly, the explosion stroke is executed once per one rotation of the camshaft, that is, once per two rotations of the crankshaft, so that the exciting force due to the explosion pressure in the cylinder is also once every two rotations of the crankshaft. Will occur. That is,
In a four-cycle engine, it is possible to express all of the vibration and noise characteristics by assuming that vibration (exciting force) occurs once per two rotations of the crankshaft.

However, if the basic pulse signal fails to be detected due to some external factors and the timing pulse signal X fails to be generated, the DSP 35 does not output a control signal having a desired transfer characteristic, and these phase errors are Since it is accumulated in the future, desired vibration noise control cannot be performed. Therefore, in the present embodiment as described above, by providing a synchronizing circuit 34 ₁ to 34 ₂ having said synchronization means and said synchronization detection means, thereby avoiding cent occurrence of the phase error.

[0057] Specifically, the synchronization circuit 34 ₁ to 34 _2, together with monitoring the reference signal (detected by the reference signal detection sensor 12), the AND circuit (logical product circuit) is incorporated, the reference signal and When the timing pulse signal X is input in synchronism, the "1" signal is input and the AND circuit outputs the "1" signal. On the other hand, when the reference signal and the timing pulse signal X are not synchronized, the input signal of the timing pulse signal X becomes a “0” signal, and it is determined that the synchronization of both has failed, and the frequency dividing circuit 39 is determined.
Stops the generation of the timing pulse signal X once, and starts the generation of the timing pulse signal X again in synchronization with the next generation of the reference signal.

Therefore, the DSP 35 and the adaptive control processing unit 39 to which the timing pulse signal X is input, and the ECU 5
And a control unit 40 for controlling the adaptive control processing unit 39 based on the operating state of the engine input from Further, the adaptive control processing unit 39 causes the vibration orders (first order, second order, second order).
Next, the following two types of adaptive control circuits 41 _{1 to} 41 ₂ are built in so that they can be input separately.
_{1 to} 41 ₂ are W filters 42 _{1 to} 42 ₂ (first filter means) as ADFs whose tap lengths change corresponding to the generation intervals of the timing pulse signal X, and a W filter 4
LMS processor as an adaptive algorithm for processing for updating the 2 _{1-42 2} filter coefficients (1) 43
₁ to 43 ₂ (updating means) and the phase change of the transfer characteristics from the W filters 42 _{1 to} 42 ₂ caused by the self-expanding engine mount 14a (14b) arranged in the vibration noise transmission path are corrected. correction filter 44 _{1-44 2} (hereinafter,
The number of taps for performing only the rate of change correction (gain correction) of the first control signal X ′ output from the W filters 42 _{1 to} 42 ₂ is “1”. Gain filter as an ADF (hereinafter, "G
45 _{1 to} 45 ₂ and the G filter 45.
LMS processing unit that updates the _{1-45 second} filter coefficients (2)
46 _{1 to} 46 ₂ are provided.

In the vehicular vibration noise control apparatus configured as described above, the timing pulse signal X generated by the frequency dividing circuit 32 is sampled at the sampling frequency Fs generated by the frequency multiplying circuit 33 and each adaptive control is performed. It is input to the circuits 41 _{1 to} 41 ₂ . Then, the second control signal X ″ output from the adaptive control circuits 41 _{1 to} 41 ₂
The (digital signal) is converted into an analog signal by the D / A converter 36, is amplified by the amplifier 37, and is mounted on the vibration transmission path in the self-expanding engine mount 14a (14).
It is input to the adder 31 as a cancellation signal Y via b) and the vehicle body 25.

On the other hand, the vibration noise signal D from the engine 1 is input to the adder 31, the error signal ε between the vibration noise signal D and the cancellation signal Y is output from the adder 31, and the changeover switch is selected. 38 is input.

However, when the common contact c and the contact a are connected to each other by the command from the control unit 40 in the changeover switch 38, the error signal ε indicates that the LMS processing unit (2) 46 ₁
-46 ₂ to be fed back, when the common contact c and the contact point b by a command from the control unit 40 is connected, LMS processor is the error signal ε through the interpolation circuit 47 (1) 43 _{1-43 2} To be fed back.

FIG. 4 is a block circuit diagram showing the internal structure of the adaptive control circuit 41.

That is, the timing pulse signal X, which is output from the ECU 5 after being divided into a predetermined vibration order, is output to the W filter 42 for each sampling frequency Fs (sampling period τ (= 1 / Fs)) created by the multiplication circuit 33.
And the C filter 44. Then, the W filter 42 outputs a first control signal X ′ having a predetermined transfer characteristic according to the generation interval of the timing pulse signal X.

Next, the first control signal X'is input to the G filter 45, and the G filter 45 outputs the second control signal X ", which is canceled by the adder 31 via a predetermined vibration noise transmission path. It is input as the signal Y.

Therefore, the error signal ε between the canceling signal Y and the vibration noise signal D from the engine 1 is output from the adder 31, and the error signal ε is input to the changeover switch 38. Then, when the common contact c and the contact a are connected in the changeover switch 38 by the command from the control unit 40, the error signal ε is fed back to the LMS processing unit (2) 46 and the filter coefficient of the G filter 45 is set. Update. That is, in this case, the update of the filter coefficient of the W filter 42 is stopped, a constant vibration noise transfer characteristic is input to the G filter, and the gain correction of the filter coefficient is performed on the transfer characteristic. On the other hand, when the common contact c and the contact b are connected, the error signal ε is fed back to the LMS processing section (1) 43 through the complementing circuit 47, and the error signal ε from the adder 31 and the C filter 44 are fed. The filter coefficient of the W filter 42 is updated based on the reference signal R of R and the current filter coefficient of the W filter 42.

Specifically, in the changeover switch 38,
When the common contact c and the contact a are connected, the error signal ε is input to the first multiplication unit 48, while the error signal ε is input to the first multiplication unit 48.
A step size parameter μ1 for controlling the magnitude of the update correction amount of the G filter 45 is input from the first parameter control means 49.

Next, the output signal U1 generated by the product multiplication of the error signal ε and the step size parameter μ in the first multiplication section 48 is converted into a negative value and input to the addition section 50. Then, in the adder 50, the output signal U1 and the output signal from the G filter 45 are added and fed back to the G filter 45 to update the filter coefficient of the G filter 45. When the G filter 45 is in the filter coefficient update mode, as described above, the W filter 4
A constant vibration noise transfer characteristic is input to the G filter 45 without updating the filter coefficient of No. 2.

On the other hand, in the changeover switch 38, when the common contact c and the contact b are connected, the filter coefficient of the G filter 45 is set to a fixed value (= 1.0, for example) and the filter coefficient of the G filter 45 is set. Update is canceled.
Next, the error signal ε passes through a complementing circuit 47 to complement the amplitude change or gain change by the G filter 45, and then the first signal
On the other hand, the step size parameter μ2 for controlling the magnitude of the update correction amount is input to the first multiplication unit 52 from the parameter control means 53.

Next, the output signal U2 generated by multiplying the error signal ε and the step size parameter μ by the first multiplication unit 52 is input to the second multiplication unit 54, while the second multiplication unit 54 is operated. The reference signal R from the C filter 44 is input to the unit 54 via the filter register 55 (storage means). The C filter 44 is a filter for correcting the vibration transmission delay, and is a W filter generated due to the electromechanical conversion means arranged in the vibration transmission path such as the self-expanding engine mount 14 as described above. The deviation direction of the filter coefficient update 42 is corrected.

That is, the C filter 44 receives the timing pulse signal X at each predetermined sampling frequency Fs (created by the multiplication circuit 33) and, like the W filter 42, does not require a product-sum operation to perform a predetermined calculation. The reference signal R having the transfer characteristic is output and input to the second multiplication unit 54.

Next, the output signal V, which has been converted into a negative value by multiplying the reference signal R and the output signal U2 in the second multiplication section 54, is input to the second addition section 56.

Next, the output signal from the second adding section 56 is fed back to the W filter 42, and the filter coefficient of the W filter is updated.

FIG. 5 is a flowchart of an update mode discrimination routine for discriminating whether the filter coefficient of the W filter 42 should be updated or the filter coefficient of the G filter 44 should be updated. It is executed in synchronization with the generation of the basic pulse signal.

That is, first, in step S1, the gear position of the vehicle is read and it is determined whether the gear position is in the neutral range or the parking range. When the answer is negative (NO), the process proceeds to step S6, while when the answer is affirmative (YES), the intake pipe absolute pressure PBA detected by the PBA sensor 8 and the throttle valve opening degree detected by the θTH sensor 4 The engine speed NE detected by θTH and the TDC sensor 9 is read (step S
2) Next, the PBATAP table and the θTHTAP table that determine whether or not to set the filter coefficient update mode of the G filter 45 are searched to calculate the lower limit intake pipe absolute pressure PBATAP and the lower limit throttle valve opening degree θTHTAP (step S3). ..

The θTHTAP table is specifically shown in FIG.
As shown in, the table values θTHTAP0 to θTHTAP3 are given according to the engine speeds NE0 to NE4, and the lower limit throttle valve opening θTHTAP is θTH.
It is read by searching the TAP table or calculated by an interpolation method.

As shown in FIG. 7, the PBATAP table is provided with table values PBATAP0 to θTHTAP3 according to engine speeds NE0 to NE4, and the lower limit intake pipe absolute pressure PBATAP is PBATAP.
It is read by searching a table or calculated by an interpolation method.

Next, at step S4, it is judged if the throttle valve opening θTH is larger than the lower limit throttle valve opening θTHTAP.

When the answer is affirmative (YES), it is determined that the accelerator pedal has been depressed greatly, the throttle valve opening has increased, and the operating state has changed suddenly from the start, and the mode determination flag FTAP is set to "1." Is set (step S10), the filter coefficient update mode of the G filter 45 is set, and this program ends.

On the other hand, if step S4 is affirmative (YES), the intake pipe absolute pressure PBA is the lower limit intake pipe absolute pressure P.
It is determined whether or not it is larger than BATAP (step S
5) If the answer is affirmative (YES), it is determined that the driving state has changed suddenly, and the mode determination flag FTA is set as described above.
P is set to "1" (step S10), and this program ends.

If the answer to both step S5 and step S1 is negative (NO), the camshaft sensor 1
The interval θCRK of the sampling frequency Fs (sampling cycle τ) created by being multiplied based on the basic pulse signal from 1 is calculated (step S6), and the previous value θCRK (n-1) and the current value θCRK (of the θCRK value are calculated. The absolute value ΔθCRK of the deviation from n) is calculated. Then, in step S8, the ΔθCRK value is the predetermined lower limit value ΔθCRKTAP.
If the answer is affirmative (YES), the update mode flag FTAP is set to "1" as described above.
(Step S10), the answer is negative (N
In the case of O), the update mode flag FTAP is set to "0" (step S9), the filter coefficient update mode of the W filter 42 is set, and this program ends.

However, in the vibration noise control system 18, since the sampling frequency Fs is changed so as to follow the generation interval of the timing pulse signal X, the transfer correction characteristic output from the C filter 50 is changed. If it is previously identified by the system as in the conventional case, the reference signal R corresponding to the change of the sampling frequency Fs cannot be obtained, and the desired cancellation signal Y cannot be obtained.

Therefore, in this embodiment, a plurality of transfer characteristics C (Fs) (n = 1, 2, ..., M) are stored in advance in the C filter 50, and the frequency band is set in accordance with the engine speed NE. It is divided into a plurality of frequency regions Fn (n = 1, 2, ..., M). Then, by selecting a desired transfer characteristic C (Fn) according to each of these frequency regions Fn, the desired reference signal R is obtained even if the sampling frequency Fs changes.

FIG. 8 is a flowchart showing the procedure for selecting the transfer characteristic of the C filter. This program is executed in the DSP 42 in synchronization with the generation of the timing pulse signal X, for example.

First, immediately after the engine 1 is started,
Since the transfer characteristic of the system is completely unknown, n = 1 is set (step S11) and an unknown sampling frequency Fs is input (step S12). Next, drive frequency Fc
The pulse interval E of the clock pulse of the ECU 5 driven at (for example, 10 MHz) is measured by the counter (step S13).

Next, in step S14, the sampling frequency Fs is calculated based on the equation (2).

[0086]

[Equation 1] Next, in step S15, the sampling frequency Fs
Is smaller than a predetermined frequency Fn (n = 1 in this case). However, since the predetermined frequency F ₁ is a frequency that is suitable when the engine speed is extremely low, the answer to step S15 is usually negative (NO), n is incremented by "1" (step S16), and then It is determined whether the sampling frequency Fs is lower than the predetermined frequency F ₂ . Hereinafter, the determination in step S5 is repeated until the sampling frequency Fs becomes lower than the predetermined frequency Fn, and when the answer in step S15 is affirmative (YES), the process proceeds to step S7, and when the frequency Fn at that time is the closest to the sampling frequency Fs. Judgment and the frequency Fn
The transfer characteristic C (Fn) corresponding to is selected as the transfer correction characteristic, and this program is terminated.

Thus, immediately after the engine is started,
Optimal transfer characteristics can be obtained by comparing the low frequency and the sampling frequency.

After the engine speed NE reaches a certain level, the transfer characteristic C (Fn) is selected according to the flowchart shown in FIG.

That is, n = p, that is, after setting Fn to an intermediate frequency from F ₁ to Fm (step S2
1) As in FIG. 8, the sampling frequency Fs is input (step S22), and then the pulse interval E of the clock pulse (driving frequency Fc) is measured by the counter (step S23), and the sampling frequency is calculated based on the equation (2). Fs is calculated (step S24), and it is determined whether the sampling frequency Fs is lower than the frequency Fn (Fp in this case) (step S25). If the answer is affirmative (YES), then n = p, so step S2.
The answer of 6 becomes affirmative (YES), and the sampling frequency F
It is determined whether or not s is larger than a predetermined frequency Fn- _{1 which} is one division lower than Fp (step S27). That is, both the answers in step S25 and step S26 are affirmative (YE
In the case of S), the engine is decelerating, and it is determined whether or not the sampling frequency Fs is higher than the predetermined frequency Fn- _{1 which} is one division lower. Then, if the answer to step S27 is affirmative (YES), the transfer characteristic C (Fn) corresponding to the frequency Fs at that time is selected as the transfer characteristic, and the present program is terminated.

The answer to step S27 is negative (NO).
In the case of, n is decremented by "1" (step S29), and the lower predetermined frequency Fn- ₁ is compared with the sampling frequency Fs. If the answer in step S27 is affirmative (YES), then The transfer characteristic C (Fn) corresponding to the frequency Fn of (step S28)
This program ends.

The answer to step S25 is negative (NO).
In the case of, the sampling frequency Fs is compared with the frequency Fn by incrementing n by 1 until the answer in step S25 is affirmative (YES). When the answer in step S25 is affirmative (YES), Since the answer to step S26 is negative (NO), the process proceeds directly to step S28, and the transfer correction characteristic C corresponding to the frequency Fn at that time is obtained.
Select (Fn) to end this program.

Further, in the above embodiment, the C filter 50 is finally identified by selecting the optimum transfer characteristic corresponding to the engine speed NE from the plurality of transfer characteristics stored in advance in the C filter 50. The present invention is not limited to the above embodiment, and for example, as shown in FIG.
Upper limit of engine speed (for example, 6000 rp
The high frequency Fr having an appropriate multiple, for example, several tens of times the frequency corresponding to m) may be divided to identify the transfer correction characteristic of the C filter 50.

That is, high frequency sampling frequency F
A high frequency filter Cr having a high-order transfer characteristic identified by r (for example, several tens Hz) is stored in the C filter 50 in advance. Here, the high frequency filter Cr has M taps, and the sampling frequency (1 / Fr) of the high frequency filter Cr is a drive frequency Fc (for example, 10 MH).
The number of drive pulses of the ECU 5 driven in z) is L (this “L” is counted by the counter).

Further, in the filter Cs identified by a predetermined sampling frequency Fs (for example, several hundred Hz), the number of drive pulses of the ECU 5 is S (S> L) in the sampling cycle (1 / Fs). In this case (in this case, the transfer characteristic Cs is identified at the predetermined sampling frequency, S is a known number), and the tap number K is calculated based on the mathematical expression (3).

[0095]

[Equation 2] Here, int indicates a rounded down integer that is rounded down after the decimal point. For example, when M × (L / S) = 4.63, M ×
(L / S) int = 4.

In this embodiment, as indicated by the arrow in the figure, each filter coefficient Cs (j) of the filter Cs is located on the right of the high-frequency filter Cr closest to these filter coefficients Cs (j). The transfer coefficient of the C filter 50 is identified by selecting the filter coefficient Cr (m).

FIG. 11 is a flow chart showing the procedure for calculating each filter coefficient Cs (j) of the filter Cs.

First, in step S31, the generated pulse Q of the filter Cs and the generated pulse L of the high frequency filter Cr.
Are respectively set to "0", and then the first filter coefficient Ts (0) of the filter Cs and the first filter coefficient Cr (0) of the high frequency filter Cr are equidistant (step S32).
The first filter coefficient Cs (0) of the filter Cs is determined.

Then, the number Q of pulses generated by the filter Cs is incremented by "1" and the number L of pulses generated by the high frequency filter Cr is set to L (step S3).
3), then the sampling period of the filter Cs (1 / F
The number S of drive frequencies Fc in (s) is generated during the sampling period (1 / Fr) of the high frequency filter Cr.
It is determined whether the clock pulse number Fc of the CU 5 is L or less (step S34). When the answer is negative (NO), the process returns to step S33, while when the answer is affirmative (YES), Cs (1) = Cr (1) is set (step S35), and then the mathematical expression (5) ) Is established (step S36). When the answer is affirmative (YES), the program is terminated as it is, while when the answer is negative (NO), step S
In step 37, the tap position of the filter Cs is incremented by "1", the number of pulses generated by the high frequency filter Cr is set to 2L, and then the sampling period (1 /
It is determined whether the number 2S of pulses generated during 2Fs) is smaller than the pulse 2L generated by the driving frequency Fc of the ECU 5 (step S38).

When the answer is negative (NO),
On the other hand, if the answer is affirmative (YES), the process returns to step S37, and Cs (2) = Cr (2) is set (step S37).
39), the second tap coefficient Cs (2) is determined, and then it is determined again whether or not the mathematical expression (5) is satisfied. When the answer is affirmative (YES), the program is terminated as it is, When the answer is negative (NO), the process proceeds to the next step (not shown). Then, after that, Cs (3), Cs (4), ... Are sequentially calculated until the expression (3) is satisfied, and when the expression (3) is satisfied, all the filter coefficients Cs are obtained.
(M) is determined, and this program is terminated when the formula (3) is not satisfied.

Thus, the high frequency sampling frequency F
By "decimating" the filter Fr identified by r, the C filter having the optimum transfer characteristic can be identified.

As a result, even if the sampling frequency changes, the desired cancellation signal Y can be obtained by following the change, and the vibration noise can be reduced.

It is needless to say that the present invention is not limited to the above-mentioned embodiments and can be modified within the scope not departing from the gist.

For example, in the above-described embodiment, the pulse signal generated in synchronization with the rotation of the cam shaft is used as the basic pulse signal. However, as the pulse signal generated in synchronization with the rotation of the engine, for example, the crank signal around the crank shaft is used. An angle sensor (CRK sensor) may be provided, and the output signal of the CRK sensor may be used. Also, torque fluctuation (fluctuation of combustion state)
It is also possible to select, for example, an ignition pulse as a factor that indicates and to use the ignition pulse as the basic pulse signal. Further, a clock pulse for driving the ECU 5 may be used as the basic pulse signal.

Further, a pulse encoder as the rotation detecting means 19 is arranged in the vicinity of the flywheel fixed to the crankshaft, and the pulse encoder generates a pulse signal by counting the ring gear of the flywheel. It is also preferable to That is, when the basic pulse signal is detected by the rotation of the cam shaft as described above,
The rotation of the timing belt (not shown) interlocking the camshaft pulley (not shown) and the crankshaft pulley (not shown) causes a slight rotational fluctuation due to elongation and the like.
Even when the basic pulse signal is output from the ECU 5 based on the RK sensor, rotational fluctuation occurs due to torsional vibration of the crankshaft, etc., and the larger the multiplication ratio in the multiplication circuit 33, the more the rotation fluctuation takes place. However, since the flywheel 38 has a large moment of inertia and little rotational fluctuation, it is possible to create a desired sampling frequency Fs with high accuracy.

Further, a rotary encoder as the rotation signal detecting means 19 is arranged in the vicinity of the cam shaft or the crank shaft, and the rotation signal detected by the rotary encoder is divided to obtain the sampling frequency Fs and the timing pulse signal X. May be generated.

Further, in the above embodiment, both the timing pulse signal X and the sampling frequency Fs are created based on the same basic pulse signal. However, for example, the timing pulse signal X is the rotation of the engine such as the camshaft sensor 11 or the like. The sampling frequency Fs may be created based on a pulse signal generated in synchronism with the above, and the sampling frequency Fs may be created based on the pulse encoder provided near the flywheel. The present invention also provides a multi-cylinder engine other than four cylinders, such as six cylinders,
It goes without saying that it can also be applied to an 8-cylinder engine.

[0108]

As described above in detail, according to the present invention, the periodic or pseudo generation occurs in at least one predetermined region in the vehicle body or the interior of the vehicle due to the vibration noise source including at least the power plant for driving the vehicle. First vibration means for outputting a control signal for changing a transfer characteristic between the predetermined region from the vibration noise source by filtering a predetermined input signal for periodic vibration noise; and the vibration noise source. The transfer characteristic is disposed in at least one vibration noise transmission path among a plurality of vibration noise transmission paths formed between the predetermined area and the transfer characteristic mechanically by the output of the first filter means. Of the electromechanical conversion means to be changed, the vibration noise changed by the electromechanical conversion means, and the vibration noise from the vibration noise transmission path not having the electromechanical conversion means. An error signal detecting means for detecting a vibration noise error signal reduced by a dimensional total in the predetermined area, and a transfer characteristic of a vibration noise transmitting path formed between the electromechanical converting means and the error signal detecting means. The vibration noise error signal is generated based on the stored second filter means, the detection result of the error signal detection means, the reference signal output from the second filter means, and the filter coefficient of the first filter means. In a vibration noise control device for a vehicle, comprising: a first updating means for updating the filter coefficient of the first filter means so as to have a minimum value. A driving cycle from the vibration noise source is used as a first pulse signal. A first drive cycle signal detecting means for detecting every predetermined minute angle, and a second pulse signal synchronizing with a vibration noise cycle peculiar to each component of the vibration noise source are detected. A second drive cycle signal detecting means and a first drive cycle signal detecting means for detecting a sampling cycle which controls a series of operations for outputting and updating the filter coefficient of the first filter means. Sampling cycle determining means for determining the pulse signal detection timing, transfer characteristic correcting means for correcting the transfer characteristic of the second filter means according to the sampling cycle, and transfer corrected by the transfer characteristic correcting means. Storage means for storing characteristics, wherein the tap length of the first filter means is a frequency division ratio of the second pulse signal to the first pulse signal, and the first pulse signal is the first pulse signal. And the second filter means, and is further interposed between the first filter means and the electromechanical conversion means to be the first filter means. The vibration noise error signal has the minimum value based on the third filter means for correcting the change rate of the control signal output from the third filter means, and the detection result of the error signal detection means and the filter coefficient of the third filter means. To be the third
Second updating means for updating the filter coefficient of the filter means, change rate calculating means for calculating the change rate of the drive cycle detected by the first drive cycle signal detecting means, and calculation by the change rate calculating means A determination unit that determines whether the determined change rate is greater than a predetermined determination value, and the first update unit executes when the change rate is determined to be greater than the predetermined determination value. While the second updating means is executed, and when the change rate is determined to be smaller than the predetermined determination value by the determining means, the filter coefficient of the third filter means is set to a fixed value and Second
Since the execution of the updating means is stopped and the first updating means is executed, the vibration noise transfer characteristic such as a sudden change of the operating state changes abruptly, and the adaptive control has good followability only by making the sampling frequency variable. Even when it is not possible to keep the above, it is possible to appropriately correct the control signal by the third filter means and achieve desired vibration noise reduction.

Further, since the third filter means is composed of an adaptive digital filter, and the number of taps of the adaptive digital filter is single, vibration noise transmission is possible even during a transient operation of the power plant. The characteristics can be corrected quickly, and the vibration noise control with good followability can be performed.

Further, the first and second drive cycle detecting means detect the first basic pulse signal generated at every predetermined rotation angle in synchronization with the rotation of the crankshaft of the power plant. A second detection means for detecting a second basic pulse signal generated at every predetermined rotation angle in synchronization with the rotation of the camshaft of the power plant; and an ignition signal for causing combustion in the power plant. Third detecting means for detecting the third basic pulse signal, fourth detecting means for detecting the fourth basic pulse signal included in the power plant control means for controlling the power plant, and a crankshaft of the power plant. Fifth detecting means for detecting the rotation signal of the fixed flywheel as a fifth basic pulse signal, and detecting the rotation signal of the crankshaft as a sixth basic pulse signal. And a sixth detecting means for detecting the rotation signal of the camshaft of the power plant as a seventh basic pulse signal, and at least one or more detecting means for detecting the rotation signal of the power plant. Of the pulse signal of
Pulse signals and second pulse signals of the basic pulse signals detected by the first to seventh detecting means, individual signals or a plurality of combined signals, or the first to seventh basic pulse signals. Since it is composed of a signal generated by dividing or multiplying the basic pulse signal, it becomes possible for the first and second pulse signals to be composed of any pulse signal that is considered to be generated from the power plant,
It has a wide range of applications.

Further, the frequency band is divided into a plurality for each predetermined frequency in accordance with the number of revolutions of the power plant, a plurality of transfer characteristics are stored in the transfer characteristic correcting means, and the transfer characteristic correcting means, It has a selecting means for selecting an optimum transfer characteristic from the plurality of transfer characteristics in accordance with the predetermined frequency and the sampling cycle determined by the sampling cycle determining means, or a frequency corresponding to the upper limit rotation speed of the power plant. On the other hand, the higher-order transfer characteristic identified at a sampling period corresponding to a proper number of high frequencies is stored in the transfer characteristic correcting means, and the transfer characteristic correcting means divides the higher-order transfer characteristic to calculate an optimum transfer characteristic. By including the transfer characteristic calculation means for performing the transfer characteristic calculation, the transfer characteristic of the transfer characteristic means can be corrected according to the variation of the sampling period, and the transfer characteristics can be adjusted with high accuracy. Control can be performed, upon increasing device desired vibration noise reduction, it is possible to avoid disturbing.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of a vehicle vibration noise control device according to the present invention.

FIG. 2 is a view showing a mounting state of an engine on a vehicle body and an arrangement position of an error signal detecting means.

FIG. 3 is a system configuration diagram showing an embodiment (first embodiment) of a vibration noise control system.

FIG. 4 is a block circuit diagram of an adaptive control circuit.

FIG. 5 is a flowchart of an update mode determination routine.

FIG. 6 is a θTHTAP map.

FIG. 7 is a PBATAP map.

FIG. 8 is a flowchart showing an example of a transfer correction characteristic selection routine.

FIG. 9 is a flowchart showing another embodiment of the transfer correction characteristic selection routine.

FIG. 10 is a time chart showing a method of calculating a transmission correction characteristic.

FIG. 11 is a flowchart showing an example of a transfer correction characteristic calculation routine.

[Explanation of symbols]

1 Internal Combustion Engine 5 ECU (Pulse Signal Detecting Means) 11 Cam Shaft Sensor (Pulse Signal Detecting Means) 12 Reference Signal Detecting Sensor (Reference Signal Detecting Means) 14a, 14b Self-Expanding Engine Mount (Electromechanical Converting Means) 19 Encoder (Rotation) Signal detecting means) 27 Camshaft 33 Crankshaft 35 Flywheel 36 Dividing circuit (pulse signal generating means) 37 Multiplier circuit (sampling cycle determining means) 38 _{1 to} 38 ₄ Synchronous circuit (synchronous detecting means and synchronizing means) 45 ₁ to 45 ₄ W filter (digital filter) 45 _{41 to} 45 ₄₆ W filter (digital filter) 46 _{1 to} 46 ₄ LMS processing unit (updating means)

Claims (6)

[Claims] 1. A predetermined input for periodic or quasi-periodic vibration noise generated in at least one or more predetermined regions in a vehicle body or a vehicle interior due to a vibration and noise source including at least a vehicle driving power plant. A first filter means for outputting a control signal for changing the transfer characteristic between the vibration noise source and the predetermined region by filtering the signal; and a plurality of filters formed between the vibration noise source and the predetermined region. Of at least one of the vibration and noise transmission paths, and an electromechanical conversion means for mechanically changing the transmission characteristic by the output of the first filter means, and the electric machine. Reduced by the three-dimensional sum of the vibration noise changed by the conversion means and the vibration noise from the vibration noise transmission path not having the electromechanical conversion means. A second filter that stores an error signal detection unit that detects a dynamic noise error signal in the predetermined region, and a transfer characteristic of a vibration noise transfer path formed between the electromechanical conversion unit and the error signal detection unit. Means for detecting the error signal, the reference signal output from the second filter means and the filter coefficient of the first filter means so that the vibration noise error signal has a minimum value. In a vehicle vibration noise control device including a first updating unit that updates a filter coefficient of a first filter unit, a driving cycle from the vibration noise source is detected as a first pulse signal at every predetermined minute angle. A first drive cycle signal detecting means and a second drive cycle signal detecting means for detecting a second pulse signal synchronized with a vibration noise cycle specific to each component of the vibration noise source. And a sampling cycle that governs a series of operations for outputting and updating the filter coefficient of the first filter means according to the detection timing of the first pulse signal detected by the first drive cycle signal detection means. Sampling cycle determining means for determining, transfer characteristic correcting means for correcting the transfer characteristic of the second filter means according to the sampling cycle, and storage means for storing the transfer characteristic corrected by the transfer characteristic correcting means. The tap length of the first filter means is a frequency division ratio of the second pulse signal to the first pulse signal, and the first pulse signal is input to the first and second filter means. In addition, the control signal output from the first filter means is interposed between the first filter means and the electromechanical conversion means. The third filter means for performing the rate of change correction, and the third vibration means for minimizing the vibration noise error signal based on the detection result of the error signal detection means and the filter coefficient of the third filter means. Second updating means for updating the filter coefficient of the filtering means of
Change rate calculating means for calculating a change rate of the drive cycle detected by the first drive cycle signal detecting means, and it is determined whether or not the change rate calculated by the change rate calculating means is larger than a predetermined determination value. Determining means, and when the determining means determines that the rate of change is larger than the predetermined determination value, execution of the first updating means is stopped and second updating means is executed, while the second updating means is executed. When it is determined by the determination means that the change rate is smaller than the predetermined determination value, the filter coefficient of the third filter means is set to a fixed value and the execution of the second update means is stopped to stop the first update means. A vibration noise control device for a vehicle, wherein: 2. The vibration noise control device for a vehicle according to claim 1, wherein the third filter means comprises an adaptive digital filter, and the adaptive digital filter has a single tap number. 3. A first detecting means for detecting the first basic pulse signal generated at each predetermined rotation angle in synchronization with the rotation of the crankshaft of the power plant, the first drive cycle detecting means comprising: Second detection means for detecting a second basic pulse signal generated at every predetermined rotation angle in synchronization with the rotation of the camshaft of the power plant, and a third detection signal which is an ignition signal for causing combustion in the power plant. Third detecting means for detecting a basic pulse signal, fourth detecting means for detecting a fourth basic pulse signal included in a power plant control means for controlling the power plant, and a crankshaft of the power plant. Fifth detecting means for detecting the rotation signal of the flywheel as a fifth basic pulse signal,
At least a sixth detecting means for detecting a rotation signal of the crankshaft as a sixth basic pulse signal and a seventh detecting means for detecting a rotation signal of the camshaft of the power plant as a seventh basic pulse signal. The first pulse signal includes one or more detecting means, and the first pulse signal is an individual signal or a plurality of combined signals of the basic pulse signals detected by the first to seventh detecting means, or the first to seventh The vehicle vibration noise control device according to claim 1 or 2, wherein the vibration noise control device comprises a signal generated by dividing or multiplying one of the basic pulse signals. 4. The second drive cycle signal detecting means includes at least one or more detecting means of the first to seventh detecting means according to claim 3, wherein the second pulse signal is the second The second pulse signal is generated independently of or independently of the first pulse signal, and the second pulse signal is an individual signal or a plurality of combination signals of the basic pulse signals detected by the first to seventh detection means. Or a signal generated by dividing or multiplying any one of the first to seventh basic pulse signals, the vehicle according to claim 1 or 2. Vibration noise control device. 5. The frequency band is divided into a plurality for each predetermined frequency according to the number of revolutions of the power plant, and a plurality of transfer characteristics are stored in the transfer characteristic correcting means, and the transfer characteristic correcting means includes: The selection means for selecting an optimum transfer characteristic from the plurality of transfer characteristics in accordance with the predetermined frequency and the sampling cycle determined by the sampling cycle determining means. The vibration noise control device for a vehicle according to any one of 1. 6. The high-order transfer characteristic identified at a sampling cycle corresponding to a high frequency that is a proper multiple of the frequency corresponding to the upper limit rotation speed of the power plant is stored in the transfer characteristic correcting means, and the transfer characteristic correcting means is stored. The vehicle vibration noise control according to any one of claims 1 to 4, further comprising: a transfer characteristic calculating unit that divides the high-order transfer characteristic to calculate an optimum transfer characteristic. apparatus.